US2536933A

US2536933A - Vehicle spring suspension

Info

Publication number: US2536933A
Application number: US569302A
Authority: US
Inventors: Albert F Hickman
Original assignee: Hickman Pneumatic Seat Co Inc
Current assignee: Hickman Pneumatic Seat Co Inc
Priority date: 1944-12-22
Filing date: 1944-12-22
Publication date: 1951-01-02
Anticipated expiration: 1968-01-02

Description

Jan. '2, 1951 A. F. HICKMAN VEHICLE SPRING SUSPENSION 4 Sheets-Sheet 1 Filed Dec. 22, 1944 A. F. HICKMAN VEHICLE SPRING SUSPENSION Jan. 2, 1951 Filed Dec. 22, 1944- 4 Sheets-Shet 2 km N Jan. 2, 1951 A. F. HICKMAN VEHICLE SPRING SUSPENSION 4 Sheets-Sheet 3 Filed Dec. 22, 1944 hm .n%

a. N k. ww T fi/ \N H II IH I l \w ----I II N B kk .mw m M% I x m mw v III. 1 \%\II.|H11 IH II k R x WK 7 \r A. F. HICKMAN VEHICLE SPRING SUSPENSION Jan. 2, 1951 I 4 Sheets-Sheet 4 Filed Dec. 22, 1944 Wi l 101 III II III. I

UMV IIIIIIIIQINIA w ww Sw mv INVENTOR 3i 6%. 6f (w/W ATTORNEY 5 RR \m mWM.

.ilurfllld villi/d? Patented Jan. 2, 1951 N IT ED PAT EN T O F F I 2535;933:-

VEHICIJ'E-SP-RING SUSPENSION AibertF,H ickman,-.Eden, N. Yo, as j mr-to Hick-- man. Pneumatic Seats. Co, Inc.,, Edfinr N. Y.,,a, corporationofNew-York Application Decemben22, 1944; seria;i:- No. 569,302

Another obiect is to. provide. such a: spring 10,

suspensioninwhichthe vertical and lateral}ini-v pacts areadequately resisted or cushionedboth when the vehicleis loaded; and; unloaded v and without im-nosing undue end I thrusts on the pix/,-

otal connections which eonnecttheaxles te -the 15;;

body.

Another. objectis to provide sucha springisuspension in which geometric resilient' resistance isobtained in. a compact structure which. re

quires riolubrication andiis free from the squeaks incident to the, se ofileafgsprings;

Another-object of-the invention is to, provide such; a springsuspension in whichthe distribu tion of the 1oad-to:the body;is atlapiurality ofv points. v Another objectofthe invention is to avoid all: y

leafspring friction by the use ottorsion r xilstoir the like. With heavy vehicles supported on leaf springs the spring friction is extremely highwhen the vehicle is' unloade'd so as tdrende'r'the vehicle practically unsprung;

Another 'object is to provide such "a spring s'us+ pension inwhich the side swav'isfireduced to any desired amount.

Another object is to providesucna spring sus- A pension in which periodic vibration; of the 511s pensionis dampened out and in which wheel; trampis'avoided;

Another object is toaprovidesucha suspension in which all forcesare cushionedso as to 40 increase gasolene mileageand decreasetire wear.-

Another objectisto provide--- a spring sus pension for such aso-called frameless bus-arid employing: a relay. which identical bearings:

are employed: throughout and:v of small insidediameter; thereby; to adapt :such: bearingsv to: the e: of ubber bushin sw to. p ovide; he ni ces: ty. ;ati n o h pa ts Another, object 1 is to, provide such a springsuspension fora so called framel'ess bus andflnotg m oy al yi n irect a nnec em with the torsion, springs inwhich, with the. ex: ception of, one. bearing thebearingsare, idemticalt throughout and of smaH.-. ins de iameter;

thereby to adapt such identical bearings tattle use of rubber bushings to provide tho'neceesar t oscillation ofthe, parts,

Another object is to provide such; a; suspeng sion; including. a tubular crank, armi which is;

so constructed that ;-while oar-l ving; the large load;

imposed upon a bus suspension by; bea r'irt g s spaced i inches& apart it is still relatively light;

in weight-l 7 Another object is.v to provide such a, 5115118115 sion, having light unsprung weight.

Another object. is to provide such; a, suspene: sion in which the metal, stresses are within (safe-:- working limits of" heat treated forgings or cast Another object is to providesuch a, suspension; ich an-be pr duced at. owst par u ar. requ res; n y s mp e achinin op ae.

tions.

Another object isitov provide such a suspen sion arranged inside of'the wheelsandtin which, the parts are located close to thewheels to p;- vide; wide pivot; ositions and, increased; stabil} ity,,

Another object is-to provide such a suspension t wnich isr adapted to the use of. rubber springs) in pla ce offthe torsion rods, shown.

Another object isv to rovide such a suspeng sion employing rubber bushings as bearings be. -v tween parts whichi scillate relative to, each other; an which simple and? inex ensive meansare :provided for permitting Sli ht angular and; endwise m'ovement of the axes; of the; parts relativeto each other) this beingi'acoomplis ed by" providing a pair of heads on the c'oi-r'espon ing" part and which" have opposing annular faces, engaging the opposite; endsfof'the' central metal sleeve ofthe rubber bushing and receding axially from-the rubber bush-ingtoward the margin" of said surf aces.

Q'tlier objects" of the invention are disclosed;

in detail in the following description and drawings inwhichf i Fig; 1* is a fragmentar top plan view of" a sprihj j Suspension embodying my invention;

Fig; 2 is-a verticaltrans'verse sectional View thereof; taken on-ii-ne12 2,Fig;- 1.

Fig: 3-isa- 1aidout en1argedsection-throughthe linkage'pivotaliy connecting each end of each. axle withithebodyof the vehicle.

Figs. rand sare-fragmentary verticaiis'eeti'on's taken-on the correspondingly numbered lines; on

. Fig. 3;

Fig. 6 iis a side elevationof a; modified formoffi crank-"arm employdjifi the suspension,

Fig. 7 is a vertical transverse sectional view taken on line Fig. 8 and showing a modified form of the invention in which a relay is employed.

Fig. 3 is a laid out section through the linkage of the modified form of the invention shown in Fig. 7, this section being taken generally on line 38, Fig. 7.

Fig. 9 is a view similar to Fig. 3 and showing a further modified form of the invention.

Fig. 10 is a fragmentary vertical section taken on line |5-|5, Fig. 9.

The various forms of the invention are particularly designed to be applied to a body having transverse bars l5 flanking the drive axle |5 and connecting at their ends with longitudinal bars l8 which terminate at the space occupied by the drive axle Hi, this type of body being principally used in connection with buses and being commonly known as a frameless body. The axle I6 is shown as supported by dual wheels IS at its opposite ends.

In the form of the invention shown in Figs. 1-5, to each end of the axle I6 is secured an axle bracket which is fast to the axle and is formed to provide an outwardly extending horn or gooseneck at its upper end, the outer extremity of this horn or gooseneck being arranged close to the adjacent wheel l9. At its upper outer extremity this axle bracket 20 carries an axle pivot pin 2| which, as best shown in Fig. 3, is held in the bore of'a sleeve 22 formed at the extremity of the axle bracket and extending horizontally transversely of the axle. The opposite ends of each axle pivot pin 2| are connected by shackles 23 with the ends of a crank arm pivot pin 24, each crank arm pivot pin being secured in the offset part 25 of a crank arm indicated generally at 26 and being journaled at its opposite ends in the transverse bars I5 of the vehicle body as hereinafter described.

Each shackle 23 is provided at its opposite ends with bores 28 in which is pressed a rubber bushing 29. Each of these rubber bushings is lined with a sheet metal sleeve which is tightly fitted around the corresponding end of the pin 2| or 24 and can be provided with an inwardly projecting rib 3| which fits into an axially extending groove provided in the associated end of the pin. Each of these rubber bushings is also held in a sheet metal sleeve 34 which is tightly fitted in the corresponding bore 28 of the shackle. The parts are held in position by nuts 35 screwed on the ends of the pins 2|, 24 and being shown as held in place by cross pins 36. The faces of these nuts 35 which engage the sleeve 3t lining the rubber bushings, as well as the opposing faces of the axle bracket 20 and crank arm 26 recede axially and toward their outer margins away from the rubber bushing 29 and are preferably rounded as indicatedat 3! to permit a limited movement of the pins 2| and 24 out of parallelism with each other. At the same time these annular receding or rounding faces engage the opposite ends of the central metal sleeves 35 or the rubber bushings 29 and hence while also permitting a limited axial movement of the pins in response to'axial or thrust forces, the nuts 35 are capable of being tightened to a fixed stop through the endwise metal to metal engagement of the

central structure

22 or 25, central metal sleeves 353 and end nuts 35. The shackles 23 oscillate about the pins 2|, 24, such oscillation being permitted by the yield of the rubber bushings, these rubber bushings thereby providing bearings which are 4 free from lubrication or other servicing diflicub ties. It will particularly be noted that with the arrangement of the rubber bushings in the shackles 23 and around the pins 2|, 24, the bushings can be of small inside diameter and large outside diameter, thereby to provide the necessary body of rubber without requiring large bores, and corresponding increased weight in the axle brackets and crank arms.

The crank arm 25 is in the form of a tubular forging or casting, the tubular form continuing from one end thereof to the other through the offset portion 25, crank arms 38 and coaxial ends 39 and 40. Internal reinforcing ribs 4| are preferably provided at the juncture of the crank arms 38 and the coaxial ends 39 and 4|! and the offset portion 25 is preferably provided with a central cross web 42 and enlarged end portions 43 to adequately grip the crank arm pivot pin 24. The crank arm is also symmetrical, the opposite extremities of the same being externally tapered, and also is provided with an oval axially extending bore 45. By the symmetrical form of the crank arms 26, it is unnecessary to provide rights and lefts and the same crank arms can be used at each end of each axle.

The right hand end 49 of each crank arm, as viewed in Figs. 1 and 3, is journaled in the adjacent cross bar |5 of the vehicle body and to employ the same rubber bushings as are used at the ends of the pins 2| and 24, an internally tapered sleeve 45 is fitted over the tapered end it and welded thereto, as indicated at 48, with its end projecting axially outward from the crank arm 25. In the bore of this tapered sleeve 46 is welded a plug 49 having a bore in which is fitted a pin 5B, this pin projecting outwardly from the plug and being welded thereto as indicated at 5|. Around the projecting end of this pin 50 is fitted a rubber bushing which is identical to the rubber bushings 29 of the shackles 23, and the same reference numerals thereby being applied. The outer end of the plug 49 is rounded to recede from the rubber bushing, as indicated at 31 and the rubber bushing is held against this rounded end by a rounding nut similar to the nut 35 and similarly rounded as indicated at 31 at each end of the pins 2|, 24, the same reference numerals likewise being employed. The rubber bushing 29 for the pin 5!] is held in the bore 53 of a bearing bracket 54, this bearing bracket being secured to the corresponding cross bar l5 of the vehicle body in any suitable manner. It will be seen that the rounding or receding annular surfaces 31, 3'1 permit a limited movement of the pin 50 out of parallelism with the bearing bracket 54, and also permit a limited axial movement of this pin in this bearing bracket while at the same time the nut 35 is tightened to a fixed stop.

To the tapered end 39 of the crank arm 26 is fitted a sleeve 55, the projecting end of this sleeve 55 being journaled in a bearingindicated generally at 56. This bearing is necessarily larger than the other bearings and preferably has a bushing 58 of self lubricating. bearing metal encased in a metal sleeve 59 and surrounded by a rubber bushing which in turn has inner and outer metal sleeves, the inner metal sleeve being tightly fitted on the sleeve 59 of the bushing 58 and the outer sleeve being tightly fitted in the bore of a bearing bracket 64. This bearing bracket 64 is secured to the cross bar |5 oppo- 'site the bearing bracket 54 so that the crank arm 26 is journaled at its opposite ends in the bearing brackets 54;. and. a l which areiast. to. the. cross.

bars. [:51 on. opposite sidesof 1 the axle. Hi:

The. rotation oi: each crank: am. 2.52 re-..

strained by atorsion=rodh5 which hasits-i-live end-ienlarged' and ovalled; as indicated-at, to fit.

into.=. the ovalled boreAE; at the end: of the. crank.

arm adjacent; the bearing. 56; and; extending.

through. the.- larger sleeve 55. for thispurpose. The ovalled" end: 66- of: thetorsion rods. andthe sockets; 45 are. preferably. formed as described: in my Patent No.- 2,213,004.grantedAugusti2T7, 1940, for TorsiomRodi Mounting. The deadend 6820f: thetorsion rod, asshown in Fig. 1, is similarly oval'lediandtis fitted irrthe. oval'ledhore' of asockct 69; whichcan berotatablyanchored on. thebody of. the=vehic1e in, anysuitablemanner. The force. imposedon. the anchored endiof the. torsion rod isshown as. determined: by: an arm fast to the.

socket.- fiQ and. carrying an. adjusting screw- H which can work against: an adjacent partof-the body. of the; vehicle.

In the operation. of: the suspension, theupward movement of oneend: ofathe axle I6, throughits shackles 23, swingstheouteror offset portion 25 of; its cranlrv arm 26 upwardly, this crank arm oscillating; aboutits. bearings. 56 and 2-9 in the bearing brackets (is and 54; respectively. This retatiomof. the. crank arm is yieldingly resisted shackles tends to. cause each axle tocentralize: itself in, a; direction transverse of the body and enablesthe action. of; gravity toegeometrically and rei1ient1y-.1 resist any.= such movement of the axle awayirom itscentralposition- This permits the vehiclesbodylto. move-substantially straight ahead despitea certain amountof lateral'movement ofthe. axle. This; arrangement of: the shackles fur ther provides high and wide pivot positions whichprovifdes; increased stability in that it provides eflc'ective Spring centers. which carrbeas wideor wi'dcrrthanthetrack of. thevehicle. Further, this arran ementcf the.- shackles reduces: sidesway.

the; high andwide. pivot positions, together with the. upward; and. inward slant-10f the shackles, providinga suspension. in which: the vehicle body is moreinearly. suspended than. mounted.- Other importa t advantages which flow=-from the in cl-ined arrangement of the: shackles. shown are the reductionin the possibility of. wheel tramp and in the elimination of theneed for antibody-roll devices. such as torsion bar stabilizers.

When one end of: the axle Isis soiorced'upwardly relative to, thebody, theeffective resilient opposing force Ofi'the. torsion rod 65- increases at a. geometric and. not at anarithmetic. rate.

acceleratedincrease type in whichv increments of verticalmovement of the axle. are: opposed by an accelerated, rate of resilient. resistance.

effeetive. l'everase of thecrank arms 2-6; as they swing upwardly and inwardlyaboutthe. torsion rod-Baas; an; axis. 0i, rotation. Thisactionis also influenced by the. varying angulari-ty of' thehatclslesizds andzthe. factzthat increments Qfi'VEL.

This

In. this particular case the geometric rate is ofthe This is primarily due to the, progressivedecrease in the ti'cal displacement. of the pivot pins; 24:, cause;

accelerated". rates; of increase. the; angulac dis.

placement of the. torsion. rod 615.: This latter. due: tothe. fact that; increments .of vertical move..-

ment-of said pivot pins:v 2.4 are not. proportional; mime-accompanying increments. of angular.- twist:

towhich. their. companion torsion rod; 65 is subs.

jected.

This: geometric action also occurs when. the. axle. (6.. moves. downwardly. relative. to the body from, the. normal. position shown in. Fig. 2,

Throughout this. particular movement the; gen-.5 metric actionis: of.- the: accelerateddecrease: type; that. is, as. the axles passes through increments of downward movement, the rate of decrease-of -the resilient? force tending to push the. axle downward. increases.-

By this. means, so. far as. vertical forces: are. concerned. the vehicle body is. free to: 'fioat along solely. under the influence of: gravity (plus wih-atever vertical momentum .forces: are :presenth,v this feature-of the inventionbeing-ofparticularsignificance. when v it is realized that the: load carried; by. thevehicleis also, at this time, solelyunder the influence of gravity (plus whatever? vertical:v momentum forces are. present). The

consequence is that, withinthisparticular range ofmovement; theload'in the vehicle moves-vertically up. andv down with: thesame acceleration anddecelera-tion as thebody and hence without changing: thepressure between the load j and the? body. Suchadesirableresult is-quite different from that obtained from the conventional leaf spring suspensionin-which the-axleand the rest of the. unsprung: weight drags or jerks down the body whenever the strains imposed. on the main; frame isnegative. In the present suspension'no" such negative force, tending to pull the body;

downward,1 is possible.

A feature of: the invention resides intheconstruction... of: the parts for use in a. so-called'-' frameless: bus and inwhichthecrank arm 261s necessarily longandjournaledat its extremities in. the cross barss I5 ofthebus and which are necessarily. spaced. further apartthan the diam eter oivtheztraction. wheels 19'. To this endthis crank arm ismade in:the form of a forgingw'hich is tubular from one end to the other: and is provided with sleeves: at its'op-posite-ends which are journaled. in thebody bearings. It will=also be notedthatiwith this crank armthe enlarged" ovalled; liveend. 66 can be directly securedin" oncof the. socketsprovided ateach end of the crank arm and that the sleeve at the opposite end: can carry a pin of the same diameter as thepins 2| and-24: so that identical rubberbush s; 2.95 can. be used for allof: these pins. Since thecranlr arm 26 can be used either as a leftor; right; the pins .21.: and 24' and their nuts-identical}. thebearings; 29-for the pins 21, 2-4 and'60 alsoidentical; andiall of the torsion rods and= theirganchoragesz the same, it'will beseen that:

the. spring: suspension can be constructed: ande installed. at: low. cost. and that servicing ex,- pense; is greatlyrreduced:

It will also be noted by housing the rubber bushingsi!) forthepins. 2 I. and 25 in the shackles 23 instead of. in the crank arm 25. andaxle bracket 20?, that the pins; 2.! and 24 can be located close. together and; a... compact .structure achieved and at the v sametimethe. necessary-volume or bulk ofzvrubber can be provided to supply the necessaryaction. It will be appreciated that in orderto. provide the necessarytwist, th radialii thickness of therub-ber bushings 2fl= m ust= be-sume cient to permit the rotation of its outer sleeve 3| relative to its inner sleeve without destructive distortion of the rubber. This requires that rubber bushings of this character be comparatively large depending upon the degree of rotation involved. By locating these rubber bushings in the shackles 23, they can be arranged practically side by side, as shown in Fig. 3, thereby to bring the pins 2! and 24 in closely spaced relation to each other. rubber bushings are spaced axially further apart and through their close relation radially and spaced relation axially are better positioned to withstand the corner loading caused by the thrust due to braking.

By the use of rubber in all of the bearings, including the bearing '56, any misalinement of the parts is provided for, and by the use of the self lubricated bushing 52 in the bearing 56 the necessary rotative movement of the parts is permitted without requiring a large bearing as would be the case if rubber alone were used on a sleeve having the large diameter of the sleeve 55. By this arrangement the spring suspension can readily be used on a vehicle having a capacity of 18,000 pounds per axle and having a high percentage of load variation.

With the tubular forged crank arm 26, the crank arm has the necessary outside size to carry the large load of 18,000 pounds per axle while supported on its bearings spaced approximately five feet apart and at the same time the crank arm is comparatively light. It will also be noted that the major portions, that is the end portions, are in line with the body bearings so that these major portions are sprung weight except as to rotation about their axis. Only the offset portion 25 is unsprung and this portion is only unsprung vertically and completely sprung laterally.

In the modified, form of crank arm shown in Fig. 6, the crank arm and its journals are made in one piece. Thus the sleeve 55a is made integral with the body of the crank arm and the pin a is likewise made integral with the body of the crank arm. Since in other respects the crank arm shown in Fig. 6 is identical to that shown in Figs. 1-5, the same reference numerals have been employed.

In the form of the invention shown in Figs. 7 and 8 a relay is interposed between the crank arm and the live end of the torsion rod, the relay being a motion transmitting device which permits the torsion rod to be located other than coaxial with the crank arm.

In the form of the invention shown in Figs. '7

and 8, the axle bracket 20, crank arm 26, shackles 23 and body bearing 5d are the same as with the form of the invention shown in Figs. 1-5 and the same reference numerals have therefore been applied. However the sleeve 12 is longer than the corresponding sleeve of the form of the invention shown in Figs. 15 and has welded therein a journal pin which is identical with the journal pin 50 of the form of the invention shown in Figs. 1-5, the same reference numerals therefore having been applied to this pin and its mounting to the bearing connecting this pin with the adjacent cross bar i5 of the body.

To the sleeve '12 is welded an arm 13 which normally projects inwardly in a generally horizontal direction and is of tubular form at its outer end to receive a rubber bushing 29, this rubber bushing and its associated metal sleeves being identical with the other rubber bushings 29 heretofore described and the same reference At the same time these 1 8 numerals being used. In the inner sleeve 30 of this rubber bushing 29 is tightly fitted a pin ll the opposite ends 'of which are connected by links or shackles 15 with the ends of a similar pin 76. The pin 16 is journaled in a similar rubber bushing 29 in the free end of an arm 11 and the portions of the links 15 which engage the ends of the rubber bushings 29 are preferably in the form of rounding bosses so as to compensate for misalinement of the parts. The links 15 are shown as held in position by nuts 19 on the threaded ends of the pins 14 and 16.

The mounted end of the arm i1 is bifurcated and has a pin 86 which is fast to its bifurcations and extends therebetween parallel with the other bearing pins of the suspension. This pin is tightly fitted in the inner sleeve 30 of another rubber bushing 29 which is identical to the other rubber bushings of the suspension and this bushing 29 is tightly fitted in the bore of a body bearing block or bracket 8|. This bearing block or bracket 8! can be secured in any suitable manner to the adjacent cross bar l5 of the body.

One of the bifurcations of the arm 71 is formed to provide an ovalled socket 83 which is axially in line with the pin and receives the ovalled live end 86 of a torsion rod 65, this torsion rod being similar to and having its dead end anchored in the same manner as the torsion rod 65 of the form of the invention shown in Figs. 1-5.

It will be noted that the shackles T5 are provided at their opposite ends and on their opposing faces with bosses having annular rounding or axially receding faces 84 which surround the pins '74, 76, and it will be noted that similar opposing rounding or axially receding faces 84 are provided at the extremities of the bifurcated arm 71 around the pin 30. These faces act in the same manner as the faces 31, 31 to permit a limited misalinement of these

pins

14, 76 and 80, both angularly and axially while at the same time the sleeves 36 provide solid metal spacers.

It will be seen that the suspension shown in Figs. '7 and 8 functions in the same way as the suspension shown in Figs. 1-5 except that a relay is interposed between the crank arm 26 and the live end of the torsion rod 65. Thus the oscillation of the crank arm 26 through its arm 13 transmits motion through the links E5 to effect a similar oscillation of the arm 11, this arm 71 being fast to the live end of the torsion rod 65. It will particularly be noted, however, that all of the bearings of the suspension shown in Figs. '7 and 8 are in the form of the identical rubber bushings 29 which effects economy in the manufacture and maintenance of the suspension.

While the use of rubber bushings in the shackles 23 and at the outboard ends of the pins 2| and 25 as shown in Figs. 1-5 is a desirable feature to secure close spacing of these pins, it will be seen that this feature is not necessary to the practice of the invention as shown in Figs. 9 and 10, a suspension for the front axle of the vehicle being illustrated in these figures. In this form of the invention illustrated in Figs. 9 and 10, the

crank arm 26a, with the exception of its bore in the offset 25a for receiving the crank arm pin, is similar to the crank arm in the form of the invention shown in Figs. 15 and the same reference numerals have therefore been employed for this crank arm 25a and its mounting and connection with the torsion rod 55. However, the bore for its crank arm pin 86 is enlarged to receive a pair of bushings Bl at its opposite ends, these bushings preferably being of the self lubricating asha'ckle 90, the pin and shackles being held in 'pos'ition bya nut 9|. The opposite ends of the "shackles 88 and '90 are similarly connected to a pin 9-2 which 'is similarly journaled in bearing "bushings *81 in the 'bore 93 at the endZ'Za of an axle bracket 2'0a which is otherwise identical'w'ith 1 the axle bracket Z O-of'the form of the invention shown inFigs. 1:5. The opposing ends of the bushings 8-1- and- 8'9'an'd the -'opposing ends of the bushings "81 and the shackles 9e are preferably enclosed by dust sealbandsS, It will be seen that' except for the substitution ofself lubricated 'metal bearings in the crank arm and axle bracket f'orthe rubber bushings shown in-Fi'gs. 1-5, the 'fo'rm or theinvention shown in Figs. 9 and-101s identical to' that shownfin-Figs. l- 5 'an'd operates "in the samemanner.

From the foregoing it will-be seenthat all forms of *the invention provide a suspension which has light unsprung and total weight; is

particularly adapted to usein 'so called frameless LbliSeS in-whichthere areno longitudinal structural members between the crossmemb'ers supported by the suspension; the suspension is adapted to the use of small diameter rubber bearings and bearings of identical size and "type. *Further'the design accommodates a crank arm of 6 inches maximum'length and has clearance for lateralmovement'of at least 1% inches, this providing the necessary movement for a "bus. The necessity "for self aligning bearings occasionedby the long space between bearings is also economically providedby-the use of rubber, the suspen- -sion being rendered low in cost "and free from ina'chiningdiificulties as well as free from lubrication difficulties. The bearings :are also subject to low static loads and are free from excess corner loading because of their widespacing, "It will also be seen'thattheformfiof axle'bracket shown with its upright "partxinsideof the shackles allows the crank arms and shackles to he-widely spaced and locatednloseto 'the'wheels of the vehicle.

While torsion rods have been shown to supply the resilience, it will be appreciated that other forms of resilient means could be employed, particularly torsion devices of rubber or other soft resilient plastic material.

I claim as my invention:

1. A vehicle spring suspension for connecting the body and wheeled axle of a vehicle, said body having side beams connected by a pair of cross beams, each cross beam of said pair being arranged fore-and-aft, respectively, of the wheels supporting said axle, comprising an elongated crank shaft extending longitudinally of said body between said pair of cross beams and having each end disposed adjacent a corresponding one of said cross beams, the central part of said crank shaft being offset horizontally outward to provide a crank arm, a bearing bracket for each end of said crank shaft, each of said bearing brackets being connected independently of and in spaced relation to said side beams with the corresponding one of said cross beams, an axle pivot connected to said axle and arranged above said crank arm, shackle means pivoted at its upper end on said axle pivot and at its lower end to said crank arm, and resilient means interposed be tween said body and crankshaft and arranged to resist rotation of said crank shaft.

10 2. A vehicle spring suspension for connecting the body and wheeled axle of avehicle, comprising an axle bracket on said axle and projecting upwardly therefrom, an axle pivotpin'securedto said axle bracket and having its opposite ends projecting horizontally outward therefrom transversely'of said axle, an elongatedcrankshaftextending longitudinally of said body'with itsc'entral part offset horizontally outward to provide a crank arm having a portion extending parallel with the major axis of the crank shaft, a coaxial pivot pin non-rotatably secured in and extending through the parallel portion of said crank arm and having its opposite ends projecting outwardly therefrom, a pin projecting coaxially from one extremity of said crankshaft, a bearing connecting the opposite extremity of said crankshaft with said body, said pins being of the same diameter, identical bearings each embracing each end of each pin, shackle means connecting the said identical bearings embracing said axle pivot pin and said crank arm pivot pin, means connecting said identical bearing embracing the pin at 'said'one extremity of said "crank shaft with'sa-id body, and resilient means interposed between said body and crank shaft and arranged to restrain rotation of-said crank shaft.

"3. A'vehicle spring suspension for connecting the body and wheeled axle of a vehicle, comprising an axle bracket on said axle and projecting upwardly therefrom, an axle pivot pin secured to said axle bracket and having its opposite ends projecting horizontally outward therefrom transversely of said axle, an elongated crank .s'haft extending longitudinally of said bodywith its central part offset horizontally outward to provide a crank arm havinga portionextending parallel with the major axis of the crank shaft,'a'coaxia'l pivot pin secured to and extending through said parallel portion of said crank arm and having its opposite ends projecting'outwardly therefrom, a

pin projecting coaxially from each extremity of said crank shaft, said pins "being of the same diameter, identical bearings each embracing each end of each pin, shackle means connecting the said identical bearings embracing saidaxle pivot pin and said crank arm pivot pin, and means connecting the other of said bearings with said body, and resilient means interposed between said body and crank shaft and arranged to restrain rotation of said crank shaft.

4. A vehicle spring suspension for connecting the body and wheeled axle of a vehicle, comprising an axle bracket on said axle and projecting upwardly therefrom, an axle pivot pin secured to said axle bracket and having its opposite ends projecting horizontally outward therefrom transversely of said axle, an elongated crank shaft extending longitudinally of said body with its central part offset horizontally outward to provide a crank arm having a portion extending parallel with the major axis of the crank shaft, a coaxial pivot pin secured to and extending through said parallel portion of said crank arm and having its opposite ends projecting outwardly therefrom, a sleeve secured to and projecting coaxially from one extremity of said crank shaft, a pin projecting coaxially from the other extremity of said crank shaft, a pin projecting coaxially from the extremity of said sleeve, said pins being of the same diameter, identical bearings each embracing each end of each pin, shackle means connecting said identical bearings embracing said axle pivot pin and said crank arm pivot pin, means connecting the other of said bearings with 11 said body, a rock arm fast to said sleeve, and resilient means interposed between said body and rock arm and arranged to restrain rotation of said rock arm.

5. A vehicle spring suspension for connecting the body and wheeled axle of a vehicle, said body having side beams connected by cross beams and said cross beams being arranged fore-and-aft of the wheels supporting said axle, comprising an elongated crank shaft extending longitudinally of said body between said cross beams adjacent each wheel and having each end disposed adjacent a corresponding one of said cross beams, the central part of each of said crank shafts being offset horizontally outward to provide a crank arm, a bearing connecting each end of each crank shaft with the corresponding one of said cross beams, an upwardly projecting axle bracket secured to each end of said axle and arranged between said crank arms and the center of said axle, the upper end of each axle bracket being in the form of a horizontally outwardly extending gooseneck having its extremity above the corresponding crank arm and in a vertical plane outside of the vertical plane intersecting the fulcrum of said crank shaft, shackle means pivoted at its upper end to said extremity of each axle bracket and at its lower end to the corresponding crank arm, and resilient means to resist rotation of said crank shaft,

6. A crank shaft for a vehicle spring suspension adapted to be journalled at its opposite ends in spaced coaxial bearings, comprising a onepiece tubular metal body having coaxial tubular ends and a central tubular part offset relative to the axis of the coaxial ends to provide a crank arm, a separate pin housed in and secured to and projecting coaxially from one of said coaxial tubular ends and adapted to be journalled in one of said bearings, and a separate sleeve embracing and secured to and projecting coaxially from the extremity of the other of said coaxial ends and adapted to be journalled in the other of said bearings.

'7. In a vehicle spring suspension for connecting a body having a pair of spaced coaxially disposed bearings with the wheeled axle of a vehicle and having a torsion rod arranged in generally coaxial relation'with said bearings and anchored in said body at its dead end remote from said bearings and having an out of round live end arranged adjacent one of said bearings, the combination therewith of a crank shaft for transmitting motion from said axle to said torsion rod, comprising an elongated tubular crank shaft body having coaxial ends and a central part offset relative to the axis of said coaxial ends to provide a crank arm, a plug secured in one extremity of one of said coaxial ends, a pin secured in-said plug to project therefrom coaxially with said coaxial ends and journalled in the other of said bearings, the other extremity of the other of said coaxial ends being formed to provide an axially extending out of round socket receiving saidout of round live end of said torsion rod, and a sleeve secured to said socket and projecting coaxially from said other of said coaxial ends and journalled in said one of said bearings.

ALBERT F.- I-IICKMAN.

REFERENCES CITED The following references are of record in file of this patent:

UNITED STATES PATENTS Number Name Date 725,787 Smith Apr. 21, 1903 1,541,276 Powell June 9, 1925 1,971,676 Borst Aug. 28, 1934 2,028,551 Lord Jan. 21, 1936 2,103,135 Rumpler Dec. 21, 1937 2,160,862 Hickman June 6, 1939 2,297,465 Froehlich Sept. 29, 1942 2,333,650 Hickman Nov. 9, 1943 2,344,983 Fageol Mar. 28, 1944 FOREIGN PATENTS Number Country Date 13,004 Great Britain of 1885 434,583 Great Britain Sept. 4, 1935 451,490 Great Britain Aug. 6, 1936 809,234

France Dec. 3, 1926 the r